Brake mechanism for road vehicles



G. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES 192 9 Sheets-Sheet 1Filed March 10 July 22 1924.

G. EMOLYNEUX BRAKE} MECHANISM FOR ROAD VEHICLES Filed March 10 3.921 9Sheet$-9heet 2 M 2%, w% 'LWZJH I :5 .E. MQLYNEUX' BRAKE MECHANISM FOBROAD VEHICLES Filed Mitch 1O 192i 9 Sheets-Sheet 3 SIM/0214,4500:

July 22. 192%.

. (5. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filed March 10 19219, Sheets-Sheet 4 (smog/whom:

July 22, 1924. I 1,502,111

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is. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filed March 10 1921 QSheBtS-Shet 9 jwgil T A TTOBNE r.

Patented an 22, 1924. attain tosvaraa GEORGE E. MOLY NEUX, OF BAYONNE,NEW JERSEY, ASSIGNO'R OF ONE-EZALF TO J H1? L". ALVO'RD, OF NEW YORK, N.Y.

BRAKE MECHANISM FOR ROAD VEHICLES.

Application filed March 10, 1921. Serial Ii'o. 451,131.

To all whom it may concern: vide a brake mechanism applicable to road Beit known that I, GEORGE E. MOLYNEUX, vehicles, and to any or all wheelsthereof, a citizen of the United States, residing at which is composedof two disk-like braking Bayonne, county of Hudson, and State ofsurfaces, the entire adjacent surface area of New Jersey, have inventeda new and useful which is available for braking purposes; to 55Improvement in Brake Mechanism for Road provide a brake mechanism, forroad ve- Vehicles, of which the following is a dehicles of theautomobile type, which can be scription. applied to the front wheels aswell as to This invention has reference to brake the rear wheels andwhich, at onetime, can

mechanisms and particularly to av brake be so applied as to act as aservice brake, 60 mechanism adapted for motor driven road and, atanother time, so applied as to act vehicles such as automobiles orvehicles as an emergency brake, the application of driven by hydrocarbonor other engines. the brakes in either instance being with ref- Amongthe objects of my invention may erence to all the wheels of the vehiclewhich be noted the following: to provide a mechare equipped,simultaneously; to provide a 65 anism for brakin road vehicles whichbrake mechanism for automobiles adapted can be applied by either hand orfoot or by to all the wheels in such manner that the both; to provide abrake mechanism for vehigher the speed of the vehicle the quicker hicleswhich is adapted to all the wheels the brakes will be applied, that is,owing to of said vehicle and can be applied to, or set thecharacteristics of the brake mechanism, 70

in action on, all of said wheels simultahigh speed of the vehicle meansrapid neously, and by either hand, or foot, or operation of thefriction-applying membcth; to provide a brake mechanism for vcbers andthe rapidity of operation of the hicles which is adapted to be appliedor set friction-applying members is proportional in action for brakingpurposes by hand for to the speed of the vehicle; to provide 75emergency purposes and by foot for service a brake mechanism of suchcharacter, appurposes; to provide a brake mechanism plicable to all thewheels of an automobile, adapted to be applied to all the wheels of aand which is so operated, as to prevent skidvehicle at once, and to beused as a service ding of the vehicle under any circumstance,

brake by foot manipulation and as an emerthe parts of the brakemechanism being set 80 gency brake by hand manipulation; to proandarranged so 'as'to render it capable of vide a brake mechanism adaptedto all the being-adjusted to bring about simultaneous Wheels of avehicle and to be simultaneously operation and application withapproximate operated, and which, for functional puruniformity ofmovement of all the frictionposes, may be set in operation, and, afterapplying devices of the several brake mem- 85 being so set, will applyfriction in rapidly hers; and to provide a brake mechanism forincreasing increment as long as the vehicle road vehicles which issimple, effective, remains in motion, or until the vehicle is strong,durable, easily manipulated, and brought to a standstill; to provide abrake quickly responsive both in operation and apmechanism applicable toall the Wheels of a plication of friction and relief thereof. 90 vehicleand to be applied either as a service \Vith the foregoing-objects inview and or as an emergency brake. and which is others which will bedetailed during the caused to increase its braking action upon course ofthis descriptionfniy invention conthe wheels in increasing increment aslong sists in the parts, features, elements and as the vehicle continuesto move; to provide combinations, thereof hereinafter described 95 abrake mechanism for vehicles of a characand claimed: ter such that itsbraking area is in propor- In order that my invention may beclearly tionto its diameter, and can be predeterunderstood, I have ,"piovideddrawings mined, and every Part of which is servicewherein? able as abraking area or surface; to pro- :F igurel', is a top pla h View f thechassig oo loolrir of an mobile, parts being broken away on. ac nt ofthe limitations of the sheet,

antic-n being shown applied. thereto, wheels, and the body of theeluding p floor, being omitted; e is a sectional View of a detail'iecl'ianism tahen'substantially -2- of Figure 1, the arrow in u edirection of Yiew;

3 sectional View of a detail 1g mechanism, the section besu..ostanti-lly on t e line 3-3 of one arrow indicating the direction is ener ed View showing in structure of Figure 1, the e o"; rating meanswhere u es and are taken, to housing, secured 5, being removed the sinteiior .s an. inner face View of sclose the drivl'ace view ofcooperating Figure l;

detail of the steerii'ig post crating means for setting m in action,parts being being in section in View;

' ss-section substantially b8 of: Figure 7, the arrows ine direction ofView;

a sectional view taken ccntral =he brake mechanism, the View rear of thevehicle, l igure 1, "Ward, and showing the bralle Rated and ready for a"frictionvemcnt of the actuating means; or lti-iing on line E -9, Figure11 ii is a View similar to l igurc 9 cof the parts in elevation, and thebrake disks in contact, as ration by the emergency and operating toapply increasing increment under couthe vehicle;

ion on the line lll1 of rows showing the direction q a section on theline ]212'of lows izuli atliig the direction i elevation of the p i to"he front Wheels u eing from the ioouii'ig rearwardly iclion disks being.Jeing 1n posibrahing action atcd i 0* 'n in elevation, i is being slumn wheel brake parts, showing on oi" the steering- Leeann Figure 18 is asectional view substantially on the line 1818' of Figure 9, the arrowsindicating the direction of view; and

Figure 19 is a sectional View substantially on the line 19-19 of Figure13, the arrows indicating the direction of view.

In the following description, distinction will be made between theoperating means which are under manual and foot control or the operator,the brake actuating means set in action by the operating means, and'thcbrake mechanisms set in operation by the actuating means. These threemechanisms 1 will be distinguished from each other in order that thethree groups may be readily understood and also for convenience ofdescription and succinct statement in the claims. Also, the description,for simplicity, will set forth the brake operating mech anism, the brakeacutuating mechanism, and the two brake mechanisms as ap plied on oneside of the vehicle, it being understood that such mechanisms areduplicated on the opposite side of the \"GlllC-lO. Furthermore, itshould be understood that the brake mechanism, applied to the rearwheels. of the vehicle, is difi'erent in detail from the brake mechanismas applied to the front Wheels of the vehicle; but, that both sets oibrake mechanisms are actuated by similar trains of mechanism on oppositesides of the vehicle. lt should also be understood that there is but onetreadle-operated means for setting the two trains of actuating mechanismin operation and for actuating the four brake mechanisms; also, thatthere is but one manually operated means for setting the two trains ofactuating mechanism in operation and for actuating'the four brakemechanisms.

Referring to the drawings, the numeral 1 indicates the chassis of anautomobile, for example, my invention being shown as embodied in anautomobile, merely as an example or" a use thereof. The rear or driving-wheels are indicated by 2, and the frontor steering wheels areindicated by 3. l indicates the engine, conventionally shown, and thetransmission shutting is indicated y 5, the same transmitting the motivepower of the engine in the usual W e rear axle, the gearing and axlebeing incased in conventional manner as indicated at 6. The steeringwheel is indicated at 7, steering post 8, brake pedal 9 securelyfastened to transverse shaft 10, as by a collar or enlarged hub 11.Transverse braces of the chassis are indicated at 12, of which there areseveral, according to usual types of construction. Referring to Figures1 to 8, inclusive, the steering post is provided below the hand wheel 7with an emergency operating sector 13, the position of which is such asto be readily accessible to the operator and quickly gripped by thefingers of either hand, as occasion requires or emergency demands. Thesector 13 is provided with a hub 14, which loosely encircles thesteering post 8 and the aperture in which is somewhat elongated, inorder to permit of free pivotal movement of the sector 13 around thepivot pin 15, which passes through apertured ears 16, and through anapertured lug 17 depending from the wheel 7. Thus the.

sector may have freedom of movement, relatively to the steering wheeland post, about the pivotal pin 15. The hub 14 is provided opposite itspivotal point with a clamp 18 of any desired form adapted to pivotallyengage the upper end of a rod 19 which extends along, and parallel with,the post 8, both the post and rod extending through the dash-board 20,or similar partition, shown by dot and dash line in Figure 7. Thedashboard 20 has rigidly secured to it a bracket 21, to which a lever ispivoted at 22, the short arm 23 of which is pivotally connected to therod 19, and the long arm 24 of which extends to a point a suitabledistance below the floor of the car between the side bars of thechassis, and, at its lower end, has loosely connected thereto a flexiblecable 25, which, at its opposite end. is connected to the depending arm26 of a latch-lever fulcrumed at 27' to the rear brace-bar 12, thepivotal pin being carried by an upstanding. bifurcated bracket 28located approximately centrally of said bracebar and on the top thereof.The other arm of the lever is formed with an overhanging latch or catch29, which engages the upper surface of a V-shapcd frame 30 at itsvertex, the wide-spread arms of which frame are formed into collars 31attheir free ends, each of which is rigidly secured to a sleeve 32encircling the shaft 10 and extending from said collars through the sideadjacent bar of the chassis, in which it has bearing and is journaled,and also extending through the inner wall of a casing 33 rigidly securedto the outside of the said chassis bar, and at its terminal carrying adisk 34 provided with a lug 35. The face plate 36 of the casing 33 isremovable and may be secured in position in any suitable way, as byscrews 37, the bodies of which are shown in section in the enlargedview, Figure 4. The sleeves 32 are each sustained near its outer end byan extension bearing 38 secured rigidly to the inside of the adjacentchassis bar, and, at its inner end, is provided with a bushing'39 whichencircles the shaft 10. the said bushing 39 and bearing 38 rigidlysupporting and maintaining the sleeve 32 from twist or strain. Under theframe 30 an expansion spring 40 is'mounted on a fixed part of thechassis or a frame secured thereto and indicated conventionally at 41,the normal action of the spring 40 being to press the frameverticallyinto contact or engagement with the latch 29. The spring 40 is heldunder compression, as shown in Fig- 111'6'7, ready to quickly andforcibly lift the frame 30, when released by the latch-lever, which istripped out of engagement with the frame 30, this action being broughtabout by manipulating the emergency sector 13 which will draw the rod 19upwardly toward the steering wheel 7, the said rod in turn swinging thelever 2324 on its fulcrum 22, causing the cable 25 to be drawn in thedirection of the arrow, Figure 7, thus swingingthe latch-lever on itsfulcrum 27 and lifting the overhangingcatch 29. Soon as the latch isshifted out of the way as just described, the expansive force of thespring 40 will throw the frame 30 vertically, as shown at the left'sideof Figure 3, and swing it about its 'axis 10, such action causing therotation of the disk 34 and its lug 35 causing the rotation of the lug42 and the pinion 43, carried at the outer end of the shaft 10 in thecasing 33 secured to the side of the chassis. The actuation of thepinion 43, by contact of the two lugs 3542, causes the teeth of thepinion to engage the rack 44 of the bar 45, which is journaled to slide,as well as rotate, in the frame 33, thus imparting to the bar 45longitudinal movement in the direction of the adjacent arrow, Figure 4.Actuation of the pedal 9 by the foot pressing thereon will rotate theshaft 10, which will actuate the pinion 43 and cause the lug 42 to moveaway from the lug 35 on the disk 34, this also giving longitudinalmovement to the slide-bar 45, in the direction of the adjacent arrow,when required. The actuation of the bars as just described, impartslongitudinal movement to the connec *ing rods 46. 47 and 4-8 on oppositesides of the chassis, thus setting in action the friction-applying meansof the brake mechanisms mounted relatively to all four wheels of thevehicle. Details of such mechanisms will he set forth presently. Theframe 30, after release by the latch, is returned to normal position bymeans of a rod 49 which extends through the floor of the car andnormally rests by gravity upon the top surface of the frame 30 just inadvance of the catch part 29 of the lever. The rod is provided with afiat head 50 adapted to re ceive pressure from the foot of the operatorin the car, the same being accessibly presented to the operator, so thathe can readily set his heel upon the bar to press the same when desired.As the frame is thus pressed downwardly, the spring is compressed andthe inclined top of-the catch 29 is passed, and the latter willgravitally swing back into position to re-engage the frame 30, as shownin Figure 7. The return of the frame 30 gravitally to normal position reverses the rotation of the disk 34, and the return of the treadle 9 tonormal position, as by the usual spring, reverses the rotation of thepinion 43. When the emergency sector .13 is set in operation, as justdescribed, the pedal 9 will be automatically depressed, and the springnormally operatingthereon to return it to normal position will aid thereturn of the frame 30 by contact of lug a2 with lug 35, the one drivingthe other back to normal position shown in Figure 4. Each of theslide-bars is made round at one end and polygonal at the other end, as

at 51, said polygonal part having mounted thereon an arm 52, the hub 53of which is formed with a correspondingly shaped bore, whereby, when thearm 52 is turned, the slide-bar 51 will be lilsewise turned or ro tated.The polygonal part 51 of the slidebar 45 operates freely in the bearing5& of the bracket 55, and also in the bearing 56 extending from theadjacent side of the frame 83. Washers 57 are set between the bearings54-5G to take up wear and hold the arm 52 in proper position. The arm52, at its lower end 58, is pivotally connected to a link 59, extendingunder the chassis and pivotally connected at. 60 to the adjacent arm ofthe frame 30. Thus, as the frame is released by the catch 29 and forcedvertically by the spring 40, the arm 59 is drawn inwardly, thus drawingthe arm 52 inwardly toward the side bar of the chassis, thus rock ingthe slide bar l5 and giving an axial 'rotation to 35118 connecting rods46, 47 and -18. The functions of these several movements imparted to therocking and sliding bar 45 will be presently set forth.

From the foregoingit will be seen that the braking devices applied tothe several wheels of the yehicle are readily operated by two setsofmechanism, and that the operation involves two distinct motionsimposed upon the slide-bars 45, one being a longitudinal reciprocationor rightdine movement, and the other being a rocking or rotary movementrelatively to the axis of the bar 45. It will also be seen thatthese devices, so far described, are set inaction by the pedal 9, whichis the service member of the brakeoperating mechanism, or by the sector13, which is the emergency member of the brake operating mechanism orsaid sector and pedal'may be operated together or in quick succession inorder to make doubly the actuation of the brake mechanism; but, thebrake mechanism will not be so efiectively applied by the service meansas by the emergency means, and need not be so ap plied, while theemergency mechanism must be accessibly presented to the operator in suchposition that it can be operated or menipnlated instantly and withlittle or no mental or physical effort, and must. be most effectivelyapplied. Hence, the emergenc elements of the brake mechanism are made tobe hand operated, and the manipulatira device is placed conveniently inposition for manipulation by the fingers ofeither hand without removingthe hands from the steer ing wheel. And the emergency actuatingmechanism must so operate upon the brake mechanism as to cause or enableit to be plied with increasing increment of friction as long as thevehicle is in operation. Thus the car is kept under perfect control andbrake mechanism can be applied instai in. any emergency, and, as will bepresently shown, when the brake mechanism is once started into action,it continues in action long as the vehicle moves, and, according thespeed of the vehicle, will go into action with more or less rapidity andwith a constantly increasing incrementof power or ap plied friction. Thebraking elements of the brake mechanism will now be described withreference to Figures 9 to 12, inclusive, as applied to the rear wheelsof the vehicle.

The rear wheels 2 have each rigidly applied thereto a brake disk ormember 81, which may be formed with a hub or ccntral strengtheningportion 52, in a recess 63 of which is housed a coiled expansion andtortional spring 6%, which surrounds the angular, tubular portion 65 ofthe casing 6, in which is a bushing 66, in Wl'iich rotates the live axle67, on whichthe whe s 2 are mounted. The outer end 58 of .r spring (isis secured to the brake disk and the inner end T0 of the spring is curedto the threaded end of t bular slide 71. The hub 72 of the brake disk 69is in ternally screw-threaded and extended inwardly so as to operate inthe recess 63 o the brake member 51, the screw-threads ccacting withscnew-threads on slide '21. The outer face of the brake disk 69 is proyied with a plurality of ratchet; teeth T3, said ratchet teeth rroundingthe hub 72 the said brake disk and being formed as in Figure 18, saidratchet teeth beingcoin mon to the two forms of brake mechanism appliedto the rear and front wheels, re-

spectively, as shown in Figure 19. The slide 71, next to thescrew-threads. is provided with segmental enlargements 7%, t 1e ter ofwhich is. greater than the diameter of the screw-threads,a11cl co f [L11said enlar ements is a.

gel

inner face of which is provided with ratchet teeth 76 adapted to engagethe ratchet teeth 73 on the brake disk 69. Adjacent the ratchet ring 75,the slide 71 is provided with a cam flange or r ng 77, which is in theform of a spiral, and engaging with said cam flange 77 is a grooved ring78 adapted to rotate upon the flange 77. The ratchet ring 75, atdiametrically opposite points, has pivoted thereto at 79 the free endsof arms 80 forming a yoke, the body of which is formed into an angularloop 81 having its opposite sides keyed'upon a polygonal slide-bar 82and adapted to be rocked by said bar. The body of the yoke is confinedbetween the two bearings 83 of arms 84, which are integral with thecasing 6 surrounding the bushing 66, in which the live axle 67 rotates,said casing 6 having a circumferential flange 85 which confines theslide 71 and the cam ring 78. Thus, when the yoke 81 is swung by theangular bar '82, the ratchet ring '75 will be shifted relatively to theratchet teeth 73 on the brake disk 69. The cam ring 78 has dependingfrom its bottom an apertured lug 86, which is embraced by the two armsof a collar 87, a bolt 88 passing through the three parts forming apivotal connection between the collar and the can) ring 78. The collarencircles a reduced, cylindrical portion 89 of the angular bar 82, thusforming shoulders on opposite sides of the cylindrical por-.

tion which prevent any relative longitudinal movement of the collar, thelatter permitting the slide-bar 82 to rock. Hence, when the angular bar82 is reciprocated, the collar is reciprocated with it, resulting ingiving to the cam-ring 78 a rotary motion,

which, by reason of the spiral formation of its groove and cooperatingflange 77 on the slide71, causes the latter to be shifted laterally onthe. casing 6, thus shifting the brake disk 69 relatively to the brakedisk 61. On the other hand, if the ratchet ring 75 be in engagement withthe'ratchet teeth of the brake disk 69, the latter is withheld fromrotary motion, and the said brake disk 69 is applied to the brake disk61 merely by a right-line movement. If, howeveigthe ratchet ring 75 iswithdrawn from engagement with the ratchet teeth of the brake disk 69,by the emergency operating means, se Figure 10, the latter, under theinfluence of the cam-ring, is given a right-line move ment to applyfriction to the brake'disk 61, and, at the same time, the disk 69 isrotated on the slide 71, causing, by reason of the screw-threads betweenthe two arts, the further movement of the brake disk 69 toward the brakedisk 61 with rapidly increasing frictional contact, and, during thisaction, the spring 64 is Wound up torsionally by reason of its oppositeends being fixed, respectively, to the slide 71 and the brake disk 69.And the greater the speed of the vehicle, the greater the pressure andfriction between the two brake members, which pressure and frictionincreases with rapidly increasing increment as long as the vehiclecontinues in motion. It, will now be understood that, when the ratchetring 75 is caused to release the brake disk 69,

which is brought about by the operation of the emergencyhand-manipulated mechanism, the disks 69 and 6l'engage each other withincreasing pressure. Vhen, however, the brake is to be applied, forservice purposes, merely, the ratchet ring is not released from thebrake disk 69, see Figure 9, since the operation of the cam ring 78,under the influence of the service pedal 9, shifts the slide 71 onlysufliciently to apply the friction of disk 69 to the brake disk 61without breaking the engagement between the ratchet teeth 73 and 76.Hence, it will be understood that, when the emergency mechanism isoperated, the release of the brake disk 69 by the ratchet ring 75 occursinstantly, while, when the service mechanism is actuated, the cam ring78 simpl shifts the brake disk 69 into contact wit the brake disk 61without disengaging the ratchet teeth 7 3, 76. Thus the brake mechanismsfor the rear wheels are set-in operation for service and emergencypurposes.

The angular bar 82 is universally jointed at 90 to the' rod 48, whichlatter is universally jointed at 91 to the rod 47, which in turn isuniversall jointed at 92 to the an gular bar 51. T e angular bar 51, atits opposite end, is universally jointed at\93 to.

the rod 46, which at its forward end, see Figures 13,14 and 17, isreduced at 94 and passes through a cross-bar 95, near one end, and isprevented from receding from said cross-bar by a collar 96 on theextreme end thereof held rigidly against the cross-bar 95. Through thismeans, and the longitudinal reciprocation and rocking movement of therod 46, the brake mechanisms adapted to the front Wheels 3 are actuatedfor either emergency or service purposes. The said brake mechanism isadapted to the front wheels of the vehicle, as shown in Figures 13 to17, inclusive. Viewing Figures 13, 14 and 17, the rod 46 is shown asprovided with a crank-arm 97, the hub 98 of which is rigpin 100 The pin100, when operated .upon

journal 7 the front wheel about its journal bearing;

, The yoke 107 has its opposite arms provided with pins or bolts 114having smooth ends, adapted to run in grooves 115 in the ratchet ring108. The pivotal point 105 for the yoke lever is in the bifurcated end116 of a cam ring 117 provided with a groove in its inner circumference,adapted to enga e the similarly formed flange 118 of the slide 119,having the arc-surfaces 120 on which the ratchet ring 108 operates, andalso having the screw-threads 121 on the inner hub portion thereofadapted to engage the screwthreads 122 on the hub 123 of the brake disk111, which hub is surrounded by a spiral spring 124, one end of which isfixed in the brake dish, and the opposite end of which is fixed in theslide'lli), as at 125. The spring is housed in the recess 126 of theenlargement 113 of the brake disk 112. The cam ring 117 is limited inits movement in one direction by the bifurcated end of the mile 102,and, in the opposite direction, by a collar 127 pinned upon the shaft128, upon which the Wheel 3 turns. At one side, the cam ring 117 isprovided with a grooved extension or jaw 120, in the groove of which isfixed the lower end 130 of an angle-piece, the securing means being abolt-pin 131 passing through the flanges of the jaw 129 and through saidangle-piece 130, and a bolt'pin 132 which passes through the flat faceof the angle-piece 130 into the member 129, the said two bolts extendingat a rightangle to each other and thereby making a very strongconnection between the cam ring.

117 and the angle-piece 130. The upper end 133 of the angle-piece isoverturned in parallelism with the cross-bar 05, and is arranged infront of the crank-arm 97 carried by the rod 16. The member 133 of theangle-piece is provided with a ball-pin suitably formcd and securedthereto and indicated by 131, the ball-end 135 of which enters andoperates in a flared socket in the cross-bar 95, thus making a universaljoint between the two.

From the foregoing construction it will be seen that, when the servicepedal 9 is operated, thus turning the shaft 10, and operating thepinions 43.. lugs 42 will move away from lugs 35 on disks 3-1. and thepinions will drive the racks 41 and bars 45 longitudinally, move therods 46 forwardly, thus actuating the cross-bar 95. which in turntransmits .its motion to the angle- 4 pieces 130, 133, thus impartingrotary motion to the cam rings 11'? causing the latter to shift theslides 119 along the angular bushings 136, which latter prevent theslides 119 from rotating. The shifting of the slides 119 by the camrings 11? causes the brake members 111 to engage the brake members 112without separating the coop erating ratchet teeth 109-1. bringing thebrake members 111 together, ample friction is set up betwe the parts forall ordinary service purposes to brake the vehicle and slow itsmomentum, or bring it to a standstill, and this with out permittingrotation of the brake dislrs 111. When, however, the emergency mechanismis operated, as by elevating the sector 13 and thereby releasing theframe 30, and, through the arms F9 rotatin the slide-bars 15, the rods46 will be rotatell, hus shifting the crank-arms 97 circularly, bringingthe cams 09 into operation upon the end of the pins 100, see Figure 1 1,which in turn will depress the arms 104%; of the yoke le causing thelatter to shift the ratchet iings 108, thus completely separating theinter acting ratchet teeth 109110 and Jail B," pletely releasing thebrake disks 111. 13 e brake disks 111 being thus released being infrictional engagement with the disks 112, the latter will frictionallydrive the brake disks 111, thus rotating the same on the sleeves 119,the interacting threads of which two members will quickly shift thebrake disirs 111 with incr friction against the brake disks 112 as thevehicle remains in action,

will be understood that the higher the speed I of the vehicle thequicker the oral cone tact will be made between the bra Le members 111,112 and the greater the inc ement of friction will be until the vehic"brought to a standstill, At the that the foregoing operation takes placI the emergency mechanism time set in operpinions 13, will cause thelatter to oper upon the racks -14 of the bars and shift the samelongitudinally simultaneously with the rotary movement imparted tlrthrough the medium of the frame 80 ano links 59 and earns 52. Theshifting movement. of the slide-bars 15 is traiwterred to the rods 46simultaneously wit or twisting movement thereto. Thus, the same actiontel "e upon the cam rings 11? as previously described with. reference tothe SJYFlCG brahe operating mechanism, thus shifting the. slides 11?that, in addition to the rotary movement imparted to the brake disks 111by iii oil

separation of the ratchet teeth 109110, as shown in Figure 14. Thus,when the service operating mechanism is set in action, only the camrings of the several brake mechanisms are set in operation, and henceonly bodily shifting the several brake disks into frictional contactwith their stationary cooperating disk members, because the ratchetteeth of the several ratchetrings are not separated from the ratchetteeth of the several brake disks. \Vhen, however, the emergencyoperating mechanism is set in action, all the foregoing movements takeplace, and, in addition thereto, the several ratchet rings are shiftedbodily on the carrying slides toward the cam rings, this actionseparating the ratchet teeth of the ratchet rings from the ratchet teethof the brake disks and leaving the latter free to rotate, the rotationbeing brought about by the frictional contact of the two brake disks,thus bringing into play the screw-threads between the shiftable brakedisks and the slides, causing the shiftable brake disk to increasefriction upon the fixed brake disks and at the same time, winding up thetorsional springs connected to the slides and shift-able brake disks.This increases friction between the two brake disks with rapid lyincreasing increment.

Inasmuch. as the brake actuating mechanism for the rear wheels and frontwheels is duplicated on opposite sides of the vehicle frame, the brakes,when actuated by the service operating means, will be applied on allfour wheels, and, when actuated by the emergency operating means, willbe applied on all four wheels; or, in other words, according to which ofthe mechanisms is thrown into action, the brake mechanism will operateeither for re ular service or for emergency pin-poses. fiaving thusdescribed the dctails'of my invention, the following brief descriptionof mode of operation will be readily understood:

As shown in the drawings, the brake mechanism is identical on both hindwheels, and the brake actuating mechanism for the hind wheels isduplicated on opposite sides of the vehicle. Also, the brake mechanismis identical on thc two front wheels, and the brake actuating mechanismfor the front wheels is duplicated on opposite sides of the vehicle. Thebrake mechanisms, or devices, on all four wheels are substantiallythesame; but, the actuating mechanism for the brake mechanism on the frontwheels, though duplicated on op osite sides of the vehicle, is differentfrom t ioactuating mechanism for the brake mechanism on the two rearwheels. The actuating mechanisms for the brake mechanisms, on both frontand hind wheels, are set in motion, operated or impelled by twoindependent operating nit-ans, the one heing,'for service purposes,

the treadle 9, shaft 10, pinions 43, racks 44, I

and rotary and reciprocating bars -15, with actuating connections foreand aft to the respective brake mechanisms; and the other being, foremergency purposes, the manually operatcd sector 13, rod 19, ever 232-l,connection 25, latch-lever 262f), frame sleeves 32, disks 34, lugs 35and 42 interacting to drive the pinions 43, racks 4- and rotary andreciprocating bars 45, plus the links 59 from frame 30 to arms 52,carried by slide-bars 45, with actuating connections fore and aft, aspreviously described. The two operating mechanisms just referred to arelocated approximately centrally of the vehicle, or conveniently formanipulation by the operator, and are operated, as occasion may demand,either for service purposes or emergency purposes; the operatingmechanism extending to opposite sides of the vehicle and being connectedby like parts and elements to the two sets of rods on the opposite sidesof the vehicle, which in turn are connected to the sets of brakemechanisms at front and rear of the vehicle. 1

Referring now to Figures 1 to 5, inclusive, the treadle-operated meansfor setting the brakes for service purposes will be described. Asoccasion demands, and inasmuch as it is seldom necessary to undulyspeedthe oper: ation of the brakes for service purposes, the treadle 9 may bepressed downwardly by the foot of the operator which will turn the shaft10 counter-blockwise, thus turning the pinions l3 counter-blockwise, orin the direction of the arrow shown thereon in Figure 4, thus separatingthe lugs 42 from the lugs 35 on the disks 34. The pinions actuate theracks -14 in the direction of-the arrow ads jacent thereto, thus pullingupon the rods 47 to actuate the rear wheel brake mechanisms and pushingupon the rods 46 and cross-bar 95 to actuatethe front wheel brakemechanisms. i i Now, referring to Figures 9 to l2, inclusive, and Figure19, it will ,be seen that the pull of the slide-bars 45 uponrthe rods 47and 48, upon opposite sides offithe vehicle,

will actuate the slide-bars 82 of the rear wheel brake?inechanisms,-thus shifting the clamp collars 87 and the cam, rings 78.The rotary motion thus given tolthe cam rings 7 8 will cause the same toshift the slidesTl laterally or outwardly, thus bodily shifting thebrake disks 69 into contact with the brake disks 61, without losingconnection between the interacting ratchet teeth 76 and 73 on theratchet rings 7 5 and brake disks 69, respectively. Consequently, thebrake disks 69 cannot be rotated, and the springs 64, in consequence,are merely compressed by the brake disks 69. Thus friction is applied bybrake dis ks 69 to brake disks 61 by more ly driving the former in aright-line into engagement with the latter and causing sing in shiftingthe slides 119 laterally or outwardly, thus forcing the brake disks 111into contact with the brake disks 112 without fsepmratin the interactingratchet teeth 109-110 on the ratchet rings 108 and brake disks 111,respectively. Thus the brake disks 111-are shifted in a right-line intocontact with brake disks 112 in manner identical with that described.with reference to the rear wheel brake mechanism, and all four of thebrake mechanisms will be applied simultaneously and to the same degree,under proper adjustment of the operating and actuating mechanisms.Assuming new that an emergency arises necessitating the operation of theemergency mechanism, the operator quickly reaches his fingers or hand tothe sector 13 and pulls upwardly thereon, still holding the steeringwheel 7. The rod 19 isthereby drawn upwardly longitudinal ly,- whichrocks the lever 2324-, which in turn pulls the connection 24:, in turnactuating the latch lever 26 29, releasing the frame 30. The release ofthe frame 30 sets two mechanisms simultaneously into operation. Thefirst mechanism comprises the sleeves 82 turning on the shaft 10, thedisks having lugs 35, the lugs engaging the lugs 42 on the pinionsAB,the latter actuating the bars -15 through the medium of the racks ii,thus imposing a pushing action in a. right-line upon the rods ill and apulling action in a right-line upon the rods l7--l8 and slide-bars 82.As previously described with reference to the pedal operated means, thebrake disks 69, 61 for the rear wheels and the brake disks 111 and 112for the front wheels are simultaneously brought. into frictionalcontact; but, without sc'parat ing the respective interacting ratchetmechanisms shown in Figures 18 and 19, for example. Simultaneously withthis operation the frame 30, rising or swinging about the shaft 10 as afulcrum, draws inwardly and upwardl Y the links 59, which in in iactuate the arms 52, which give to the Si. 15 a rotary motion which doesnot in er fore with the longitudinal motion ncously imparted thereto bythe the sleeves The rotary motio parted to the slide-bars simultaneouslyzin s the connecting rods 26, 1 and the slide-bars 82 at the rearwheels. The ,..-.,ation of the slide-ha 82 actuates the yokes 81, armsthereof, and shifts in wardiy toward each other the respective ratchetrings 75, so as to separate the ratchet teeth 76, 73 on the rings andbrake disks 69', respectively. This separation of the ratchet teethentirely releases the brake disks 69, which immediately rotate upon theslides 71 causing the interacting screw-threads of these parts torapidly shift the brake disks 69 laterally into increased frictionalengagement with the brake disks 61, and with rapidly increasingincrement as the motion oil: the vehiclecontinues, and until the vehicleis brought to a standstill. Soon as the vehicle is brought to astandstill, the springs fisg which have,v on account of the rotation ofthe disks 69, been wound up, or had powor stored therein, will tend touncoil and e xpand and thus operate to reverse the action of the brakedisks 69. upon the slides 71, and shift the brake disks 69 laterallyaway from the brake disks 61. The interacting ratchet teeth will thenautomatically re engagc. Similar actions take place at the front wheels;that is to say, when the rods 46 are rotated, as just described, by theslide-bars 100, thus depressing the pins and the arms 104- of the yokelevers, thus causing the yoke arms 107 to shift laterally the ratchetrings 1618, thus completely separating the teeth 109 thereof from theteeth 110 on the brake disks 111, thus permitting the brake disks 111 torotate on and relatively to the slides 119, causing the brake disks 111to be shifted laterally against the brake disks 112 with greater forceand with rapidly increasing increment of friction as long as the vehicleremains in operation, the, rotation of the brake disks 111 winding upthe coil springs 12% and storing power therein. Soon as the vehicle isbrought to a stop, the springs 124 tend to uncoil and expand and to thus0perate to reverse the actidn of the brake disks 111, and to shift thelatter from frictional engagement with the brake disks 1152, ultimatelybringing about the release or separahion of the respective brake disks.Reversal or movement of the operating mechanisms thus described for theactuating and brake mechanisms will reverse the action of the respectivecam rings, thus shifting the slides reversely and shifting the movablebrake disks away from the fixed brake disks and restoring the brakemechanisms to normal position such as shown iuldigures 9 and 13,respectively. The ratchet rings will also be shifted reversely, theratchet teeth again in teracting to hold the movable brake disks fromrotation. The position of the respective brake mechanisms, when fullyapplied, is shown. in Figures 10 and 14, respectively,

land l ligures 18 and 19 show the interacting relation. of the ratchetparts oi the respective mechanisms, Figure 18 illustrating the ratchetmechanism of Figures 9 and 10,'for example, and Figure 19 illustratingthe ratchet mechanism of Figures 13 and 14, for example. The grooves 115in the ratchet rings permit the latter to be shifted by the yokelevers'fwi thout binding or cramping.

Thus it {will-be seen that, under the proper timing, adjustment andsetting of the brake mechanisms, their actuating means, and theoperating devices for the latter means, all four brake mechanisms may beapplied simultaneously to the respective wheels for service purposes andmay also be applied simultaneouslyto all four wheels for emergencypurposcss \Vhen the brakes are ap plied for service purposes, themovable disks 69 and 111 are merely shifted laterally; but, whenemergency demands, the said brake disks are shifted both laterally andcircularly, and, when the latter movement is imparted to the brakedisks, the friction between the movable and fixed brake disks isapplied'with rapidly increasing increment during-the travel of thevehicle. This is an important feature of my invention, and upon it Idesire to lay great stress. I also desire to lay "stress upon the factthat the friction produced is between two plane,'0r parallel plane,surfaces of large area, as distinguished from a brake mechanism whichembodies a brake band or .brake rings. Thus, uneven wear is avoided ofefficiency; and any substance which, by accident, enters between thedisks will either of the vehicle.

fall out immediately or be ultimately ground out or centrifugally thrownout. Again, if, by chance, the cooperating surfaces 'of the brake disksshould be uneven, or have burrs, or rough spots, the interaction of thebrake disks will quickly eliminate the same and produce even frictionalsurfaces. Hence, in operation, the brake mechanisms automatically tunethemselves for greatest efiiciency. Also, the brake mechanisms cannotbecome overheated, cannot catch on fire, and injury from these sourcesis avoided, since the brake disks are entirely exposed to the atmosphereand are constantly cooled by agitation of the air and motion of myinvention is that a brake mechanism adapted to a motor vehicle andapplied to, all'four wheels, in accordance with'my in vention,practically eliminates skidding, since the braking action is appliedapproximately to the extremes of the vehicle and-all parts of thevehicle instantly respond -to-the Another important feature mechanism isnot subjected to twisting,-

breaking or unequal strains which, as in ordinary vehicles, when thebrakes are applied, are cumulative due' to momentum and inertiathroughout the entire length of the vehicle. With my brake mechanismsapplied to the vehicle, there is no such thing as a tendency of one partof the vehicle to override or crumple up upon the other part. Hence, allextraordinary and unusual strains, torques and twisting forces areeliminated, giving to the vehicle and all its parts unusual stiffnessand rigidity, and, including tires, longer life, greater durability andeliminating tendencies to loosening of parts and consequent rattle,quite common in even high grade cars.

Having thus described my invention, what I claim and desire to secure byLetters Patent is':

1. A brake mechanism for road vehicles comprising a plurality of flatfriction r0 ducing members of large area arrange in pairs and operableupon all four wheels of the vehicle, and means for controlling theoperation of the said members including a service device, the saidmembers being mounted so that one of each pair shall have bodilymovement in a right line relatively to bodily movement in a right linerelatively to the other, and the members of the pairs shall havesimultaneous frictional (contact throughout their functional surfaces,and automatic means for separating the pairs of members when the servicedevice is 'released.

3. A brake mechanism for road vehicles comprisinga plurality of fiatfriction roducing members of large area arrange in pairs and operableupon all four wheels of the vehicle, and means for controlling theoperation of the said members including a service device, the saidmembers being mounted so that one of each pair shall have bodilymovement in a right line relatively to the other, and the members of thepairs shall have simultaneous frictional contact throu 'hout theirfunctional surfaces, and a cushion device between the pairs of saidmembers which is compressed when the service device is operated andwhich separates the said members when the service device is released.

4:- A brake mechanism for road vehicles comprising a plurality offriction producing members arranged in pairs and o erable upon allfour-sr lieels of the vehic e, and

6. A road vehicle having brake mechanism including members mountedrelatively to the wheels thereof, means for holding the brake membersnormally inactive, means for releasing the brake members, and automa cmeans for rotating the brake members to ap members normally inactive,means ply friction to stop the vehicle.

A road vehicle having brake mechamsm includin f members mountedrelatively to the wheels t ereof, means for holding the brake forreleasing the brake members, and automatic means for rotating the brakemembers to apply friction with increasing increment during the movementoi": the vehicle.

8. A brake mechanism for road vehicles comprising a plurality offriction producing members arranged in pairs and o erable upon all fourwheels of the vehic e, and means for controllim the operation of thesaid members including both service and emergency devices, the saidmembers being mounted so that one of each pair shall have both rightdineand rotary movements relatively to the other and the members of thepairs shall have frictional contact throughout their functionalsurfaces, and automatic means for separating the members, of the pairswhen either of the controlling devices is released.

9. A brake mechanism for road vehicles comprising a plurality offrictionproducing members arranged in pairs and operable upon all four wheels ofthe vehicle, and means for controlling the operation of the saidmembers, including both service and emergency devices, the said membersbeing nooa ii mounted so that one of each pair shall have bothright-line and rotarymovements rela-= tively to the other and themembers of the pairs shall have frictional contact throughout theirfunctional surfaces, and a cushion device between the members or thepairs which may be compressed in diflerent angular directions accordingto which service evice is operated and which separates said members ofthe pairs when the controllingdevices are released.

10. A brake for road vehicles comprising brake mechanism for a pluralityof the wheels, including a slide carrying a rotary [brake member andalso'a cam flange, and a dam ring cooperating with said flange, andmeans for operating the cam ring circularly relatively to said slide toshift the slide laterally and drive the brake member into action.

11. A brake mechanism for road vehicles comprisin a brake mechanism! fora'plurality of file wheels, including a slide carrying a rotary'br'akemember, cam 'means for shift-ing the slide and brake member laterally,and; means for rigidly holding the brake rrii emher from any othermovement during its "shifting movement.

12. A brake mechanism for vehicles comprising br'alv'e mechanism carriedby a plurality of the wheels including a slide, means for shifting thesame laterally, a brake member rotatablymounted upon the slide, andmeans whereby tohold the brake member f1r (()im rotation during themovement of the "s 1 e.

I 13. A brake mechanism for road vehicles, including aslide, means foroperating the slide, a brake member rotatably mounted upon the slidemeans for locking the brake member against rotary movement, and meansfor shifting the locking means t release the brake member whereby the brke member may have both rotary and lateral movement in operation.

14. A brake mechanism for roadvehicles comprising a slide and means forshifting the same, a brake member rotatably carried by the slide, aratchet mechanism for holding' the brake member a ainst rotary movement, and means for re easing the ratchet mechanism to permit the brakemember to have rotary movement simultaneously with its shifting movementwith said slide. 1

- 15. A brake mechanism for road vehicles llt including a member adaptedto have rotary and laterally shifting movements a slide carrying'saidmember, and means whereby.

eration with increasing increment of friction during the movement of thevehicle.

17. A brake mechanism for road vehicles comprising a plurality offriction producing members arranged in pairs and operable upon all fourwheels of the vehicle, and

means for controllin the operation of the sald members mclu mg bothservice and emergency devices, the said members being mounted sothat oneof each pair shall have both right-line and rotary movements relativelyto the-other and the members of the pairs shall have frictional contactthroughout their functional surfaces, and a torsional and compressiblespring interposed comprising a normally locked brake memher, automaticac'tuatingmechanism for said member adapted to shift the same in aright-line and rotatively for braking action, and operating means forrele 51112 sald brake member including a manual device for setting thereleasing means in opertion.

19. A brake mechanism for road vehicles comprising a normally locked brake mem-\ right-line and rotatively for braking action,

and operating means forreleasing said brake member including a treadlefor setting the releasing means in operation.

20. In combination with a road vehicle and its steering mechanism, abrake mechanism having a normally locked brake memher, and meanscooperating with and partly extending through the steeringm'echanism forreleasing the brake member and settingv mg means between the severalbrake mecha nisms and the two actuating devices and the brake mechanismin operation.

21. In combination with a road vehicle,

y a brake mechanism applied to all the wheels of the vehicle, and meansfor simultaneously setting the brake mechanisms'in operation, includinga reciprocatingslide carrying a rotary brake member, and means wherebyach of the brake members is caused to rotate on its slide and go intoaction with increasing incrementof friction as long as the vehicle runs.

22. A brake mechanism for road vehicles, comprising a brake member fixedto one of the .wheels of the vehicle, a second brake member adapted torotate and reciprocate relatively to'the fixed brake member, means forsetting the second brake member in operation including means for shiftinthe same laterally and releasing it, so t at. it may rotate, and applyfriction to the first brake member with increasing increment of frictionas long as the vehicle runs.

:23. Incombination with a road vehicle,

a brake mechanism adapted to be applied to the front wheels thereof,said brake mechanism including a crossbar, a cam ring universallyjointed to the cross-bar, a slide hav ing a cam flange cooperating withthe cam ring, and also carrying a brake member, and means whereby toshift the cross-bar to actuate the cam ring.

24. A brake mechanism for road vehicles comprising a rotary, laterallyreciprocating, friction. applying disk, means for shifting thedisklaterally to cause it to apply frie tion, means for releasing the diskfor rotation to apply friction with increasing increment durin itsrotation, and means for returning the disk to normal position whenreleased;

25. A brake mechanism for roadvehicles including disl: members of likecharacter associated with the rear Wheels of the vehicle for frictionalengagement, a reciprocating slide carrying one of the. disks and onwhich the latter rotates, a treadle operated device and a hand operateddevice for selectively actuating'said brake n'iechanisms, connectingmeans between the several brake mechanisms and the two actuating devicesand common to both of said actuating dc vices, whereby when either oneof the actuating devices is, operated the rotary disk of the severalbrake mechanisms will be driven in a'right-line into frictionalengagement with the complen'iental disk and then r0 tated for brakingaction.

26. A brakemechanism for road vehicles including disk members of likecharacter as sociated with the front wheels of the vehicle forfrictional engagement, a reciprocating slide carrying'one of the disksand on which the latter rotates. a treadle operated device and a handoperated devicefor selectively operating said'brake mechanisms,connectcommon to bothofsaid actuating devices, whereby when either oneof the actuating devices is operated the rotary disk of the severalbrake mechanisms. will be driven in a right-line into frictionalengagement with the complemental disk, and then rotated for brakingaction. 1

27. A brake mechanism for road vehicles including disk members of likecharacter applied to all four Wheels of the vehicle for frictionalengagement, a reciprocating slide carrying one of the disks and on whichthe latter rotates, a treadle operated device and a hand operateddevicefor selectively operating said brake mechanisms, connecting meansbetween the several brake mechanisms'and the two actuating devices andcommon to .both of said actuating devices, whereby-When either one ofthe actuating devices is operated the rotary disk of the several brakemechanisms will bedriven in

